Systems and methods for illumination control and distribution during a vehicle bank

ABSTRACT

A bank angle of a vehicle can be accurately calculated using yaw axis data and roll axis data, and based on the calculated bank angle, vehicle illumination optics can be controlled to maintain a pattern of distributed light from the illumination optics to be generally horizontal. The calculated bank angle may be zeroed when the yaw axis data equals zero. The improved pattern of distributed light from the illumination optics illuminates a more natural field of view for the vehicle driver during a bank. In some embodiments, the vehicle illumination optics can include a primary illumination group and a plurality of side illumination groups.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional PatentApplication Ser. No. 61/877,513, filed Sep. 13, 2013, and entitled“Systems and Methods for Illumination Control and Distribution During aVehicle Bank,” which is herein incorporated by reference.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable.

BACKGROUND OF THE INVENTION

The present invention relates to systems and methods for illuminationcontrol and distribution during a vehicle bank, such as when vehiclebanks in order to take a curve or to turn, and more specifically toillumination control and distribution systems and methods that controland maintain a pattern of light generally horizontal during the vehiclebank.

For example, FIG. 1 shows a motorcycle 40 traveling generally straightin a lane on a road 42. As can be seen, motorcycle headlights have aprimarily horizontally shaped light beam pattern 44 that is shapedaccording to requirements to illuminate the road 42 ahead withoutdisruptively shining on oncoming traffic, and to provide sufficientillumination for the drivers line of sight area 46. Unfortunately, thelight beam pattern 44 suits illumination requirements when themotorcycle is traveling generally straight forward, but not when themotorcycle is banking.

When a vehicle such as the motorcycle 40 makes a turn, the motorcycletypically goes through some degree of bank angle, i.e., the motorcyclebanks as the motorcycle is making a turn or traveling through a curve.Referring to FIG. 2, unfortunately, the headlight used in mostmotorcycles is secured to the motorcycle frame in a fixed position,which causes the horizontally shaped light beam pattern 44 cast by themotorcycle headlight to correspondingly tilt and bank as the motorcycleis banked on a curved road 48. The banking of the headlight along withthe motorcycle 40 causes the amount of light distributed by themotorcycle headlight to shift in an inward and downward direction, whichis away from the actual direction of travel of the motorcycle, and awayfrom the focus of the motorcycle driver's eyes and line of sight area46. This is particularly concerning for motorcycle drivers duringcornering at night. With the amount of light distributed by theheadlight light beam focused more in an inwardly direction, the driver'silluminated field of view generally forward of the direction of travelis reduced.

Attempts have been made to address the shortcomings of standardheadlights that work well when the motorcycle is traveling straightahead, but not when the motorcycle is banking. Systems have beensuggested that include a velocity sensor along with several gyroscopesto detect the roll rate and the yaw rate of the motorcycle. Based onextensive calculations using the motion data from the gyroscopes and thevelocity sensor, a mechanical system rotates or adjusts the rotationalorientation about the optical axis of the headlight in a directionopposite to the bank angle of the motorcycle. Other systems mechanicallymove a mirror to adjust the direction of illumination coming from afixed light source. Each of these systems requires complex computations,which require complex electronics, and they also require sophisticatedmechanical systems to provide movement of the illumination from thelight source. The mechanical systems add complexity and cost to both theheadlight and the overall vehicle cost.

Some steerable headlights have been developed that address problemsrelated to mechanically rotating headlights for automobiles. Forinstance, it is known to provide a one or two dimensional array of LEDswhere the LEDs generate separate adjacent light fields and wheredifferent horizontal subsets of the LEDs may be illuminated to generatelight patterns at different locations in front of the automobile.Although this type of arrangement may provide adjustable horizontalillumination for an automobile, it inadequately addresses the effectwhen a vehicle, such as a motorcycle, is banking. Merely providingadditional illumination to the left or to the right fails to illuminatethe portion of the curved road ahead of a motorcycle driver. Thehorizontal row of LEDs and associated horizontally shaped light beampattern is still rotated off of horizontal and would tilt and bankduring the vehicle bank (see FIGS. 1 and 2).

What is needed are systems and methods that accurately calculate a bankangle, and based upon the bank angle, alter a distribution ofillumination to more naturally illuminate more of the driver's field ofview.

BRIEF SUMMARY OF THE INVENTION

It has been recognized that an angle of a vehicle can be accuratelycalculated using axis data, and based on the calculated angle, vehicleillumination optics can be controlled to maintain a pattern ofillumination from an illumination source to be generally horizontal. Forexample, a bank angle of a vehicle can be accurately calculated usingroll axis data, and based on the calculated bank angle, the illuminationoptics can be controlled, or the pitch rate data can be used to providean improved illumination pattern when the vehicle is pitching either upor down due to a hill in the road, for example. In some embodiments,roll axis data and/or motion sensor offset can be incorporated into thebank angle calculation. In some embodiments, when yaw axis data equalszero, the calculated bank angle can be zeroed. The improved pattern ofdistributed illumination from the illumination source illuminates a morenatural field of view for the vehicle driver during a bank. In someembodiments, the vehicle illumination source can include a primaryillumination group and a plurality of side illumination groups.

In accordance with an embodiment of the invention, an apparatus isprovided for calculating a bank angle value of a banking vehicle. Theapparatus comprises an inertial measurement unit, the inertialmeasurement unit including a processor and at least one motion sensoroperatively coupled to the processor. The processor is programmed tosample yaw rate data at a predetermined rate, the yaw rate data providedby the at least one motion sensor; compare the yaw rate data to apredefined minimum yaw rate and a predefined maximum yaw rate, and whenthe yaw rate data is between the predefined minimum yaw rate and thepredefined maximum yaw rate, set a bank angle value to zero; and whenthe yaw rate data is not between the predefined minimum yaw rate and thepredefined maximum yaw rate, calculate the bank angle value.

In accordance with an additional embodiment of the invention, anapparatus is provided for controlling a horizontal distribution ofillumination from a vehicle when the vehicle is banking, the vehicleincluding a headlamp to distribute the horizontal distribution ofillumination. The apparatus comprises an inertial measurement unit, theinertial measurement unit including a processor and a motion sensoroperatively coupled to the processor, the motion sensor to be coupled tothe banking vehicle. The processor is programmed to sample yaw rate dataat a predetermined rate, the yaw rate data provided by the motion sensorcoupled to the banking vehicle; receive a motion sensor offset value;compare the yaw rate data to a predefined minimum yaw rate and apredefined maximum yaw rate, and when the yaw rate data is between thepredefined minimum yaw rate and the predefined maximum yaw rate,determine if the motion sensor offset value is between a predefinedminimum offset and a predefined maximum offset; when the yaw rate datais not between the predefined minimum yaw rate and the predefinedmaximum yaw rate, or when the motion sensor offset value is not betweenthe predefined minimum offset and the predefined maximum offset,determine a roll data sum, the roll data sum equal to a roll rate datavalue minus the motion sensor offset value, and then calculate the bankangle value; and when the motion sensor offset value is between thepredefined minimum offset and the predefined maximum offset, set thebank angle value to zero.

In accordance with a further embodiment of the invention, a vehicleheadlamp for providing a horizontal distribution of illumination for avehicle when the vehicle is banking is provided. The headlamp comprisesa headlamp housing. An inertial measurement unit is positioned withinthe housing, the inertial measurement unit including a processor and atleast one motion sensor operatively coupled to the processor. A primaryillumination group and a plurality of side illumination groups arepositioned with the headlamp housing, the primary illumination group andthe plurality of side illumination groups operatively coupled to adriver board, the driver board operatively coupled to the processor. Theprocessor is programmed to sample yaw rate data provided by the at leastone motion sensor; compare the yaw rate data to a predefined minimum yawrate and a predefined maximum yaw rate, and when the yaw rate data isbetween the predefined minimum yaw rate and the predefined maximum yawrate, set a bank angle value to zero; and when the yaw rate data is notbetween the predefined minimum yaw rate and the predefined maximum yawrate, calculate a bank angle value and cause at least one of theplurality of side illumination groups to illuminate to provide thehorizontal distribution of illumination for the vehicle when the vehicleis banking.

In accordance with yet a further embodiment, an apparatus forcalculating a angle value of a vehicle is provided. The apparatusincludes an inertial measurement unit, the inertial measurement unitincluding a processor and at least one motion sensor operatively coupledto the processor. The processor is programmed to sample motion data at apredetermined rate, the motion data provided by the at least one motionsensor; compare the motion data to a predefined minimum motion rate anda predefined maximum motion rate, and when the motion data is betweenthe predefined minimum motion rate and the predefined maximum motionrate, set a vehicle angle value to zero; and when the motion data is notbetween the predefined minimum motion rate and the predefined maximummotion rate, calculate the vehicle angle value.

To the accomplishment of the foregoing and related ends, the invention,then, comprises the features hereinafter fully described. The followingdescription and the annexed drawings set forth in detail certainillustrative aspects of the invention. However, these aspects areindicative of but a few of the various ways in which the principles ofthe invention can be employed. Other aspects, advantages and novelfeatures of the invention will become apparent from the followingdetailed description of the invention when considered in conjunctionwith the drawings.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

FIG. 1 is a rear view of a motorcycle in a lane of a straight road andshowing an illumination pattern generated by the motorcycle's headlight;

FIG. 2 is similar to FIG. 1, except that the motorcycle is bankingthrough a left hand curve in the road, and showing the illuminationpattern generated by the motorcycle's headlight is titling and does notprovide sufficient illumination through the curve;

FIG. 3 is a front view of a motorcycle in a bank, and showing a bankangle;

FIG. 4 is a front view of the motorcycle of FIG. 3, and showing X, Y,and Z axes;

FIG. 5 is a side view of the motorcycle of FIG. 3, and showing a vehicleheadlight illumination control and distribution system in accordancewith the present embodiments;

FIG. 6 is a schematic view of an inertial measurement unit usable withthe vehicle headlight illumination control and distribution system inaccordance with the present embodiments;

FIG. 7 is a schematic view of process using an inertial measurement unitto calculate a bank angle;

FIG. 8 is a flow chart of a method associated with calculating a bankangle in accordance with the present embodiments;

FIG. 9 is a graph of exemplary yaw rate data usable with the method ofFIG. 8;

FIG. 10 is a flow chart of an alternative method associated withcalculating a bank angle in accordance with the present embodiments;

FIG. 11 is a flow chart of a method associated with calculating a motionsensor offset, the motion sensor offset usable by the methods of FIGS. 8and 10 in accordance with the present embodiments;

FIG. 12 is a graph of exemplary roll rate average date usable with themethod of FIG. 11;

FIG. 13 is a flow chart of an alternative method associated withcalculating a motion sensor offset, the motion sensor offset usable bythe methods of FIGS. 8 and 10 in accordance with the presentembodiments;

FIG. 14 is similar to FIG. 2, except that the illumination patterngenerated by the motorcycle's headlight is enhanced to provide improvedillumination through the curve;

FIG. 15 is a front plan view of a headlight in accordance with thepresent embodiments;

FIG. 16 is a perspective view of the headlight shown in FIG. 15;

FIG. 17 is a top plan view of the headlight shown in FIG. 15;

FIG. 18 is a side plan view of the headlight shown in FIG. 15;

FIGS. 19-22 are views showing the illumination projection from theheadlight shown in FIG. 15 at various bank angles;

FIG. 23 is a front plan view of an alternative embodiment of a headlightin accordance with the present embodiments;

FIG. 24 is a perspective view of the headlight shown in FIG. 23;

FIG. 25 is a top plan view of the headlight shown in FIG. 23;

FIG. 26 is a side plan view of the headlight shown in FIG. 23;

FIGS. 27-30 are views showing the illumination projection from theheadlight shown in FIG. 23 at various bank angles; and

FIGS. 31-33 are front plan views of alternative embodiments for aheadlight, and showing various patterns of illuminated illuminationsources to provide various improved illumination projection patterns.

While the invention is susceptible to various modifications andalternative forms, specific embodiments thereof have been shown by wayof example in the drawings and are herein described in detail. It shouldbe understood, however, that the description herein of specificembodiments is not intended to limit the invention to the particularforms disclosed, but on the contrary, the intention is to cover allmodifications, equivalents, and alternatives falling within the spiritand scope of the invention as defined by the appended claims.

DETAILED DESCRIPTION OF THE INVENTION

The various aspects of the subject invention are now described withreference to the annexed drawings, wherein like reference numeralscorrespond to similar elements throughout the several views. It shouldbe understood, however, that the drawings and detailed descriptionhereafter relating thereto are not intended to limit the claimed subjectmatter to the particular form disclosed. Rather, the intention is tocover all modifications, equivalents, and alternatives falling withinthe spirit and scope of the claimed subject matter.

As used herein, the terms “component,” “system,” “device” and the likeare intended to refer to either hardware, a combination of hardware andsoftware, software, or software in execution. The word “exemplary” isused herein to mean serving as an example, instance, or illustration.Any aspect or design described herein as “exemplary” is not necessarilyto be construed as preferred or advantageous over other aspects ordesigns.

Furthermore, the disclosed subject matter may be implemented as asystem, method, apparatus, or article of manufacture using standardprogramming and/or engineering techniques and/or programming to producehardware, firmware, software, or any combination thereof to control asource of illumination to implement aspects detailed herein.

Unless specified or limited otherwise, the terms “connected,” and“coupled” and variations thereof are used broadly and encompass bothdirect and indirect mountings, connections, supports, and couplings.Further, “connected” and “coupled” are not restricted to physical ormechanical connections or couplings. As used herein, unless expresslystated otherwise, “connected” means that one element/feature is directlyor indirectly connected to another element/feature, and not necessarilyelectrically or mechanically. Likewise, unless expressly statedotherwise, “coupled” means that one element/feature is directly orindirectly coupled to another element/feature, and not necessarilyelectrically or mechanically.

As used herein, the term “processor” may include one or more processorsand memories and/or one or more programmable hardware elements. As usedherein, the term “processor” is intended to include any of types ofprocessors, CPUs, microcontrollers, digital signal processors, or otherdevices capable of executing software instructions.

Embodiments of the technology are described below by using diagrams toillustrate either the structure or processing of embodiments used toimplement the embodiments of the present technology. Using the diagramsin this manner to present embodiments of the technology should not beconstrued as limiting of its scope. The present technology contemplatesvarious illumination control and optics configurations capable ofproviding controllable illumination patterns.

The various embodiments of the bank angle calculation and illuminationsource configurations will be described in connection with a motorcycleheadlight. That is because the features and advantages of the technologyare well suited for this purpose. Still, it should be appreciated thatthe various aspects of the technology can be applied in other forms ofoptics and vehicles, and is not limited to motorcycles, as it will beunderstood that a wide variety of vehicles using a headlight orheadlights including automobiles may benefit from bank anglecalculations and illumination optics having the features describedherein.

Referring now to the drawings wherein like reference numerals correspondto similar elements throughout the several views and, more specifically,referring to FIGS. 3 and 4, at least some embodiments of the presentinvention include systems and methods for calculation of a bank angle 50for a vehicle 52. In an exemplary embodiment, the vehicle 52 is shown tobe a motorcycle 52, including a headlight 54. It is to be appreciatedthat a wide variety of other vehicles would also benefit from thepresent technology, including boats, wave riders, peddle bikes,airplanes, roller coasters, automobiles, and the like, that may bank asthe vehicle turns or may be on a banked road. In the embodimentsdescribed herein, the bank angle 50 can be used to generate, among otherthings, an improved illumination pattern during a vehicle bank, to bedescribed in greater detail below.

Referring to FIG. 5, an exemplary motorcycle 52 can include an inertialmeasurement unit (IMU) 56. The IMU 56 can provide data includingvelocity, mass, and angular information, for example, of the motorcycle52 by way of one or more of the motorcycle's pitch rate data 60(rotation around the X-axis), yaw rate data 62 (rotation around theY-axis), roll rate data 64 (rotation around the Z-axis) and accelerationdata 66 in at least the X, Y, and Z axes (see FIG. 4). From combinationsof these measurements, the bank angle 50 can be calculated. In someembodiments, the calculated bank angle 50 can then be provided tovehicle electronics 70. In some embodiments, the IMU 56 is included withthe vehicle electronics 70. The IMU 56 and or the vehicle electronics 70can utilize the calculated bank angle 50 to control illumination 72 fromthe vehicle headlight 54. In some embodiments, a switch 74 can also beoperationally coupled to the vehicle electronics 70 to switch theheadlight 34 between a high beam mode and a low beam mode, for example,or to control other illumination features of the vehicle headlight 54.As is known, the low beam mode provides illumination that is aimedslightly down to avoid blinding oncoming drivers, and the high beam modeprovides illumination typically at a higher wattage and that is aimedmore further ahead to give the driver a longer illuminated view. Thefeatures described herein are contemplated for both low beam mode andhigh beam mode.

Referring to FIG. 6, the IMU 56 and/or the vehicle electronics 70 cancomprise individual components or can be a single integrated chip, forexample. In some embodiments, the IMU 56 can include combinations of aprocessor 80, and a motion sensor or sensors including a gyroscope 82,an accelerometer 84, a magnetic sensor 86, a communication device, e.g.,a communications port 88, and a wireless communication device 90,depending on the application. The processor 80 can include internalmemory and/or memory 92 can be included. It is to be appreciated thatthe IMU 56 can include a variety of configurations. Single axis and/ormulti-axis motion sensors including but not limited to gyroscopes,accelerometers, and magnetic sensors can be used. Other embodiments caninclude built-in filtering algorithms and can also include data logging.The communication device, i.e., the communication port 88 and thewireless communications 90 are not required, but may be included toprovide the user data access and/or illumination customization features,as non-limiting examples. A communication port 88 can comprise a USBport or RS-232 port or other known serial or parallel communication portconfigurations. The IMU 56 can also include plug and play capabilities,i.e., plug and play operable with a vehicle control system.

In some embodiments, the IMU 56 can include a processor 80 and a motionsensor 82 that senses at least two axis, such as a two-axis MEMSgyroscope 82. The motion sensor 82 can provide the measurement datausable to produce the calculated bank angle 50, which can be calculatedfrom the yaw rate data 62 and the roll rate data 64 (see FIG. 7).

The processor 80 can use the simplified equation below to produce thecalculated bank angle 50:

If yaw rate data 62=zero, then calculated bank angle (new) 50=zero, elsecalculated bank angle (new) 50=calculated bank angle (old) 50+roll ratedata 64*K, where K=a scale factor calculated by a sample rate=t, a bankangle calculation period, and resolution of the motion sensor 82.

In one embodiment, the sample rate t can equal about ten milliseconds,although it is to be appreciated that the sample rate t can be more orless, such as five milliseconds, or twenty milliseconds, or one hundredmilliseconds, or one second, depending on the application. In the aboveequation, the calculation of the bank angle 50 allows for the motionsensor 82 to be zeroed out when the vehicle returns to a horizontalorientation. This simplified approach allows for the calculation of thebank angle without the need for additional motion data measurements, andwithout requiring significant processing power.

Referring to FIGS. 8 and 9, an exemplary method 100 is shown forcalculating the bank angle 50. At process block 102, yaw rate data 62 indegrees per time period can be sampled at a predetermined rate. Thepredetermined rate can be based off a timer that triggers a read of themotion data, for example. It is to be appreciated that the yaw rate data62 can be sampled or acquired by many different known methods, and atvarious sampling rates.

At process block 116, a motion sensor offset 118 can be determined, ifavailable, from a product data sheet, for example. The motion sensoroffset 118 can be a predetermined value generated from a factorycalibration, for example, or can be a continuously generated value. Anactual offset will vary from part to part and over time and temperature.The motion sensor offset 118 can then be provided to the processor 80.

At decision block 104, the yaw rate data 62 can be compared to apredefined minimum yaw rate 106 and a predefined maximum yaw rate 108.The minimum yaw rate 106 and the maximum yaw rate 108 are two of severalparameters that can be used to tune the method 100 for any one of aspecific motion sensor, vehicle, or sample rate used individually or inany combination. If the yaw rate data 62 is between the minimum yaw rate106 and the maximum yaw rate 108, the yaw rate data 62 is within anacceptable range 112 where the yaw rate data 62 is determined by themethod 100 to indicate that there is no yaw, and accordingly, thevehicle is not turning and therefore the bank angle 50 equals zero orcan be set to zero, at process block 114.

When the yaw rate data 62 is not between the minimum yaw rate 106 andthe maximum yaw rate 108, then the yaw rate data 62 indicates that thevehicle is turning. At process block 120, a roll data sum 122 can bedetermined. The roll data sum 122 equals the roll rate data 64 minus themotion sensor offset 118 plus a previous roll data sum 126, ifpreviously determined. At process block 130, the bank angle 50 can thenbe calculated by multiplying the roll data sum 126 by a scale factor K132 to produce the bank angle 50 in degrees. For example, when roll datasum 126 equals one hundred degrees per millisecond, and roll rate data64 equals twenty-two degrees per millisecond, and motion sensor offset118 equals two degrees per millisecond, roll data sum 126 can becalculated to be one hundred and twenty degrees per millisecond.Multiplying roll data sum by the scale factor K 132 divides out thesample rate to end up with a bank angle in degrees. In this example,roll data sum 126 equals one hundred and twenty degrees per millisecond,and can be multiplied by 1/20 millisecond to arrive at a bank angle 50of six degrees. The method 100 can be repeated at the sampling rate t.

Referring to FIG. 10, an alternative method 140 for calculating the bankangle 50 is shown. The method 140 is similar to the method 100 of FIG.8, except in method 140, an initialization process can be included toallow a motion sensor offset determination sufficient time to establish.At decision block 104, if the yaw rate data 62 is between the minimumyaw rate 106 and the maximum yaw rate 108, the yaw rate data 62 iswithin an acceptable range 112 where the system interprets the yaw ratedata 62 to indicate that there is no yaw. Next, at decision block 110,the motion sensor offset 118 can be compared to a predefined minimumoffset 142 and a predefined maximum offset 144. The minimum offset 142and the maximum offset 144 are two more of the several parameters thatcan be used to tune the method 140 for a specific motion sensor,vehicle, and/or sample rate used.

When the motion sensor offset 118 is not between the minimum offset 142and the maximum offset 144, the roll data sum 126 can be filtered tosmooth the return of the motion sensor offset value to zero. This servesto avoid the immediate calculation of a zero degree bank angle 50 whenerroneous data is received that would indicate no yaw, yet the vehicle52 is in a turn. At process block 150, the roll data sum 126 can becalculated by dividing the roll data sum 126 by a soft zero rate factor152. The soft zero rate factor 152 is another of the several parametersthat can be used to tune the method 140 for a specific motion sensor,vehicle, and/or sample rate used. Next, at process block 130, the bankangle 50 can then be calculated by multiplying the roll data sum 126 bythe scale factor 132 to produce the bank angle 50 in degrees.

When the motion sensor offset 118 is between the minimum offset 142 andthe maximum offset 144, the motion sensor offset 118 has not yet beensufficiently calculated, so the roll data sum 126 is simply set to zeroto compensate for the extra roll data sum error. The method 140 can berepeated at the sampling rate t.

Referring to FIG. 11, a method 160 associated with calculating a motionsensor offset 118 is shown. The motion sensor offset 118 can be usedwith the method 100 of FIG. 8 and the method 140 of FIG. 10. As isknown, motion sensors, such as a MEMS gyroscope, include an amount ofinherent error, which can be referred to as offset. The method 160 shownin FIG. 11 is used to calculate the motion sensor offset 118 over timeso the bank angle calculation can account for the inherent errorproduced by the motion sensor 82.

Referring to FIGS. 11 and 12, at process block 162, roll rate data 64can be sampled at a predetermined rate. The predetermined rate can bebased off a timer that triggers a read of the motion data, for example.It is to be appreciated that the roll rate data 64 can be sampled oracquired by many different known methods, and can be averaged over twoor more samples. At decision block 172, a roll rate sum value 170 can becompared to a predefined minimum drift 174 and a predefined maximumdrift 176. The minimum drift 174 and the maximum drift 176 are two ofthe several parameters that can be used to tune the method 160 for aspecific motion sensor, vehicle, and/or sample rate used.

When the roll rate sum 170 is between the minimum drift 174 and themaximum drift 176, each incrementally sampled roll rate data 64, orevery other, or some variation thereof, can be summed with the previousroll rate sum 170, at process block 164. Next at process block 168, thecounter value 166 can be incremented. Method 160 can then proceed toeither method 100 or method 140.

If the roll rate sum 170 is not between the minimum drift 174 and themaximum drift 176, the roll rate sum 170 is divided by the counter value166 to produce a roll rate average 171, at process block 178. The motionsensor offset 118 can then be calculated, at process block 180, byadding the new roll rate average 171 to a predetermined value for anoffset and then dividing the sum by two. The new roll rate average 171can be averaged with the prior roll rate average 171 to limit the amountof change within each sampling cycle. If desired, the number of samplesused to average the motion sensor offset 118 can be changed, which wouldincrease or decrease the speed of the motion sensor offset update. It isto be appreciated that this is but one filtering technique, and thereare other filtering techniques that could be used. Continuing at processblock 182, the counter value 166 can then be zeroed and the roll ratesum 170 can then be zeroed at process block 184. Method 160 can thenproceed to either method 100 or method 140.

Referring to FIG. 13, an alternative embodiment of a method 360associated with calculating a motion sensor offset 118 is shown. As withthe method 160 of FIG. 11, the motion sensor offset 118 can be used withthe method 100 of FIG. 8 and the method 140 of FIG. 10. The method 360can be used to calculate the motion sensor offset 118 over time so amotion related calculation can account for the inherent error producedby the motion sensor 82.

At process block 362, motion data 64 can be sampled at a predeterminedrate. The predetermined rate can be based off a timer that triggers aread of the motion data, for example, or the motion data 64 can besampled or acquired by many different known methods, and can be averagedover two or more samples.

At decision block 372, it can be determined if a motion data sum 370 isoutside of a predetermined range (e.g., is x>x(max) or is x<x(min)) andif counter value 166 is greater than a minimum average counter value374. The x(max) and the x(min) are two of the several parameters thatcan be used to tune the method 360 for a specific motion sensor,vehicle, and/or sample rate used. Motion data sum 370 can comprise datafrom any axis, and the method 360 can be used for any axis.

When the motion data sum 370 is not outside of the predetermined rangeand the counter value 166 is not greater than a minimum average countervalue 374, at decision block 376, it can be determined if the motiondata 64 is outside of a predetermined range. Decision block 376 is anoptional step and can be included to help limit the motion data sum 370and improve the speed of the motion sensor offset calculation. Whendecision block 376 is included, if the motion data 64 is outside of thepredetermined range, then the motion data 64 can be determined to beactual motion data, and method 360 can proceed to either method 100 ormethod 140. If the motion data 64 is not outside of the predeterminedrange, then method 360 can proceed to process block 364. When optionaldecision block 376 is not included in method 360, and the motion datasum 370 is not outside of the predetermined range and the counter value166 is not greater than a minimum average counter value 374, method 360can proceed to process block 364.

At process block 364, the latest motion data 64 can be added the motiondata sum 370. Optionally, the motion sensor offset 118 can be subtractedfrom the motion data 64. Tracking the difference in offset helps limithow often the motion sensor offset 118 is updated when there is a smalldifference between a calculated offset and the actual offset of thesensor. Next at process block 368, the counter value 166 can beincremented. Method 360 can then proceed to either method 100 or method140.

When the motion data sum 370 is outside of the predetermined range andthe counter value 166 is greater than a minimum average counter value374, the motion data sum 370 can be divided by the counter value 166,and optionally the motion sensor offset 118 can be added, to produce anew motion data average 371, at process block 378. The motion sensoroffset 118 can then be calculated, at process block 380, by adding thenew motion data average 371 to a predetermined value for an offset andthen dividing the sum by two. The new motion data average 371 can beaveraged with the prior motion data average 371 to limit the amount ofchange within each sampling cycle. If desired, the number of samplesused to average the motion sensor offset 118 can be changed, which wouldincrease or decrease the speed of the motion sensor offset update. It isto be appreciated that this is but one filtering technique, and thereare other filtering techniques that could be used. Continuing at processblock 382, the counter value 166 can then be zeroed and the motion datasum 370 can then be zeroed at process block 384. Method 360 can thenproceed to either method 100 or method 140.

In some embodiments, the roll rate average 171 can be stored in memory92. In some embodiments the memory is non-volatile memory 92, andmaintaining the roll rate average 171 in non-volatile memory 92 can bebeneficial to provide the method 160 with a larger amount of samplesover time to better account for the inherent error produced by themotion sensor 82. If the roll rate average 171 is not saved innon-volatile memory 92, each time the vehicle is powered down, and thenpowered back up, the roll rate average 171 calculation can go throughseveral data samples before the roll rate average 171 and associatedcounter value 166 produced a useful roll rate average.

After methods 100 or 140 calculate a bank angle 50, an illuminationsource, e.g., a headlight according to the present technology, can becontrolled to provide an improved illumination pattern during a vehiclebank. Referring to FIG. 14, the motorcycle 40 on the curved road 48 canprovide an improved illumination pattern 188 where additionalillumination is provided to generally maintain a horizontal illuminationpattern in the driver's line of sight area 46.

Referring now to FIGS. 15-18, an embodiment of a headlight 190controllable to provide an improved illumination pattern during avehicle bank is shown in several orientations. In this embodiment, theheadlight 190 can be sized and shaped to allow the headlight to fitwithin the volume of a predetermined sealed beam lamp. For example,motorcycles are known to use standard PAR56 sealed beam headlights,although custom sizes and shapes are contemplated. The headlight 190 caninclude a primary illumination group 192 and a plurality of sideillumination groups 194. In some embodiments, lenses and/or reflectorscan be used to enhance or reflect illumination. Illumination groups 192and 194 can include a single illumination source, or a plurality ofillumination sources. An illumination source can include any known orfuture developed Illumination source, including tungsten halogen, HID,LED, emissive surface, and laser as non-limiting examples. In theembodiment shown, three side illumination groups 200, 202, 204 are shownon a left side 206 (looking at the headlight 190), and three sideillumination groups 210, 212, 214 are shown on a right side 216 of theheadlight 190, although, more or less are contemplated.

It is to be appreciated that more than one headlamp can be used toachieve the features described herein. For example, the sideillumination groups 200, 202, 204 as described as being on the left sidecan be in one headlamp, side illumination groups 210, 212, 214 asdescribed as being on the right side can be in another headlamp, and theprimary illumination group 192 can be in yet another headlamp. As bestseen in FIG. 17, the headlight 190 can include a driver board 220 thatincludes the illumination sources 222 and illumination source drivers224. The illumination source drivers 224 can be analog or digital, andcan be included for low beam illumination, high beam illumination, andbanking illumination.

In one embodiment, side illumination groups 200 and 210 can be spaced orrotated off of horizontal 228 by five degrees, side illumination groups202 and 212 can be rotated off of horizontal 228 by ten degrees, andside illumination groups 204 and 214 can be rotated off of horizontal228 by fifteen degrees. The rotation off of horizontal for a motorcyclethat has a greater bank angle can extend higher, e.g., twenty degrees,or thirty degrees, or forty-five degrees, as non-limiting examples. Itis to be appreciated that rotation off of horizontal can range anywherebetween zero and ninety degrees, and the rotation can be both abovehorizontal and below horizontal 228. Further, rotation off of horizontal228 can be linear, e.g., five, ten, fifteen degrees, or rotation off ofhorizontal 228 can be exponential, e.g., two, four, eight, sixteen,thirty-two degrees, or a combination of both linear and exponential.

Referring to FIGS. 19-22, improved illumination projections from theheadlight 190 are shown. The headlight is generally level, orhorizontal, in FIG. 19, and the associated illumination projection 230is also generally level. Only the primary illumination group 192 isenergized to produce the illumination projection 230. In FIG. 20, theheadlight 190 is simulating a five degree left bank (of a motorcycle,for example). The primary illumination group 192 is energized, alongwith side illumination group 210 on the right side 216. As can be seenin the illumination projection 234, illumination from the primaryillumination group 192 is angled at generally five degrees, andillumination projection 236 from the side illumination group 210 remainsgenerally horizontal, and provides illumination for the space above andto the left of center of the angled illumination projection 234 from theprimary illumination group 192. The added illumination projection 236from the side illumination group 210 provides the improved illuminationpattern to generally maintain a horizontal illumination pattern in thedriver's line of sight area.

The results are similar for FIGS. 21 and 22. In FIG. 21, the headlight190 is simulating a ten degree left bank. The primary illumination group192 is energized, along with side illumination group 212 on the rightside 216. As can be seen in the illumination projection 240,illumination from the primary illumination group 192 is angled atgenerally ten degrees, and illumination projection 242 from the sideillumination group 212 remains generally horizontal, and providesillumination for the space above and to the left of center of the angledillumination projection 240 from the primary illumination group 192.

In FIG. 22, the headlight 190 is simulating a fifteen degree left bank.The primary illumination group 192 is energized, along with sideillumination group 214 on the right side 216. As can be seen in theillumination projection 246, illumination from the primary illuminationgroup 192 is angled at generally fifteen degrees, and illuminationprojection 248 from the side illumination group 214 remains generallyhorizontal, and provides illumination for the space above and to theleft of center of the angled illumination projection 246 from theprimary illumination group 192.

In FIGS. 20-22, only one side illumination group on one side of theheadlight 190 is shown energized. It is to be appreciated that one ormore of the side illumination groups can be illuminated at anyparticular bank angle, and that one or more illumination groups can beilluminated on either or both the right side and the left side for aleft bank and a right bank to fill in more or less of an illuminationprojection.

Referring now to FIGS. 23-26, an embodiment of a headlight 250controllable to provide an improved illumination pattern during avehicle bank is shown in several orientations. Any of the featuresdescribed above with reference to FIGS. 15-22 are contemplated with thisembodiment. In this embodiment, the headlight 250 can be sized andshaped to fit within or on the fairing of a motorcycle, for example. Theheadlight 250 can include a primary illumination group 252 and aplurality of side illumination groups 254. The illumination groups 252and 254 can reflect illumination from a single illumination source or aplurality of illumination sources. In some embodiments, lenses can alsobe used to enhance or reflect illumination. In the embodiment shown,three side illumination groups 260, 262, 264 are shown on a left side266 (looking at the headlight), and three side illumination groups 270,272, 274 are shown on a right side 276 of the headlight 250, although,more or less are contemplated. As best seen in FIG. 25, the headlight250 can include a driver board 220 that includes the illuminationsources 222 and illumination source drivers 224. The illumination sourcedrivers 224 can be analog or digital, and can be included for low beamillumination, high beam illumination, and banking illumination.

In some embodiments, side illumination groups 260 and 270 can move theillumination cutoff into the turn at five degrees, side illuminationgroups 262 and 272 can move the illumination cutoff into the turn at tendegrees, and side illumination groups 264 and 274 can move theillumination cutoff into the turn at fifteen degrees.

Referring to FIGS. 27-30, improved illumination projections from theheadlight 250 are shown. Similar to FIGS. 19-22, in FIG. 27, theheadlight 250 is level, and the associated illumination projection 280is also generally level. Only the primary illumination group 252reflects illumination from an illumination source to produce theillumination projection 280. In FIG. 28, the headlight 250 is simulatinga five degree left bank (of a motorcycle, for example). The primaryillumination group 252 is energized, along with side illumination group270 on the right side 276. As can be seen in the illumination projection282, illumination from the primary illumination group 252 is angled atgenerally five degrees, and illumination projection 284 from the sideillumination group 270 remains generally horizontal, and providesillumination for the space above and to the left of center of the angledillumination projection 282 from the primary illumination group 252. Theadded illumination projection 284 from the side illumination group 270provides the improved illumination pattern to generally maintain ahorizontal illumination pattern in the driver's line of sight area.

The results are similar for FIGS. 29 and 30. In FIG. 29, the headlight250 is simulating a ten degree left bank. The primary illumination group252 is energized, along with side illumination group 272 on the rightside 276. As can be seen in the illumination projection 290,illumination from the primary illumination group 252 is angled atgenerally ten degrees, and illumination projection 292 from the sideillumination group 272 remains generally horizontal, and providesillumination for the space above and to the left of center of the angledillumination projection 290 from the primary illumination group 252.

In FIG. 30, the headlight 250 is simulating a fifteen degree left bank.The primary illumination group 252 is energized, along with sideillumination group 274 on the right side 276. As can be seen in theillumination projection 294, illumination from the primary illuminationgroup 252 is angled at generally fifteen degrees, and illuminationprojection 296 from the side illumination group 274 remains generallyhorizontal, and provides illumination for the space above and to theleft of center of the angled illumination projection 294 from theprimary illumination group 252.

Similar to FIGS. 20-22, in FIGS. 28-30, only one side illumination groupon one side of the headlight 250 is shown as reflecting illuminationfrom an illumination source. It is to be appreciated that one or more ofthe side illumination groups can reflect illumination at any particularbank angle, and that one or more illumination groups can be illuminatedon either or both the right side and the left side for a left bank and aright bank to fill in more or less of an illumination projection. Theexamples provided of fifteen degrees are exemplary only. Other vehicles,such as a sports bike that can take turns at high degrees of bank mayextend illumination forty-five degrees or more or less.

In some embodiments, in addition to calculating the bank angle 50 inorder to provide an improved illumination pattern during a vehicle bankas described above, the pitch rate data 60 from the IMU 56 can be usedto provide an improved illumination pattern when the vehicle is pitchingeither up or down due to a hill in the road, for example. As can be seenin FIG. 25, a headlight can include one or more rows of illuminationsources 222. Each row can be controlled, alone or in combination withlenses or reflectors to provide an improved illumination patterngenerally in front of the vehicle to maintain illumination on the roadwhile the vehicle is pitching. Further, the improved illuminationpattern during a vehicle bank can be combined with the improvedillumination pattern while the vehicle is pitching.

One important aspect of at least some embodiments of the presentinvention is that the vehicle electronics 70 can allow the illuminationsource to be modulated using pulse width modulation (PWM) or other knownmodulation techniques to a predetermined or calculated level so that theillumination source can be smoothly turned on and off to avoid thedriver's perception of individual illumination sources being turned onor off at full capacity. For example, when a bank angle is calculated tobe at four degrees, the five degree element, e.g., side illuminationgroups 200 and 210, or side illumination groups 260 and 270, can becontrolled to illuminate at eighty percent of its full intensity.

In one embodiment, side illumination groups 200 and 210, or sideillumination groups 260 and 270, can be controlled to illuminate in arange anywhere between zero and one hundred percent of full intensityper degree of bank. Further, control of the illumination can be linear,e.g., twenty, forty, sixty, etc., percent of illumination per degree ofbank, or control of the illumination can be exponential, e.g., ten,twenty, forty, eighty percent of illumination, or a combination of bothlinear and exponential.

As previously identified, single, dual, multi element illuminationsources, and emissive projection technologies are considered within thescope of the invention. For example, one embodiment could include anarray of LEDs or an emissive projector that can be controlled toilluminate a pattern of illumination sources, as shown in FIGS. 31-33,as non-limiting examples, to provide various improved illuminationprojection patterns 302, 304, 306 respectively. For example,illumination projection pattern 302 shows several illuminated LEDs 310illuminated in a horizontal line, along with several more illuminatedLEDs 310 in an upper right quadrant 312. In addition, the shape of anLED array or emissive projector, for example, can be optimized toprovide desired illumination patters for specific vehicles and specificoperating conditions. The structure of the illumination source can beflat, convex, concave, or combinations, to provide optimizedillumination patters.

In some embodiments, the processor 80 can be configured to control othervehicle operations when a bank angle is calculated, and/or when a bankangle of zero is determined. For example, it can be advantageous to turnon a blinker or a side light 350 (see FIGS. 3 and 5) to further provideadditional focused illumination for particular vehicle maneuvers, suchas when a vehicle is parking, or when a vehicle is making a sharp turnat a street corner. Similarly, a blinker or a side light, for example,can be automatically turned off based on a calculated bank angle, and/orwhen a bank angle of zero is determined. It is to be appreciated thatthe processor 80 can be configured to control non-illumination relatedvehicle operations as well. For example, when a bank angle iscalculated, vehicle shocks or vehicle steering functions can be adjustedaccording to the calculated bank angle.

In other embodiments, processor 80 can be configured to control one or aplurality of illumination patterns. Examples of illumination patternscan include a vehicle start-up pattern, a vehicle shutdown pattern, avehicle parked pattern, a pattern when a vehicle horn is honked, avehicle operator initiated pattern, and different patterns for a leftheadlight and a right headlight, etc. The illumination patterns can bestored in memory 186. The illumination pattern can be primarily meantfor entertainment, and not for specific illumination for vehicleoperation. The illumination pattern can be initiated when the vehicle ispowered up and/or turned off. It is to be appreciated that theillumination pattern can be initiated at other times as well, such aswhen the vehicle is not moving, or daylight when the headlightillumination is not required. For example, the illumination sourcescould be controlled to ramp up and down in illumination intensity forseveral seconds and/or through several cycles, and/or the illuminationsources could be controlled to illuminate in a circular fashion so itappears that the illumination is chasing its own tail. The configurationof illumination patterns are only limited by the particularconfiguration of the illumination sources. The illumination pattern canbe preprogrammed when the headlight is manufactured, or, theillumination pattern can be user programmable.

In yet other embodiments, a user can control and/or configure and/orcustomize headlight options, including illumination patterns and otherillumination functions. For example, an application, i.e., and “App” canbe provided to a user. The App can be cell phone/smart device based orHTML web based, or both, as non-limiting examples. In addition, a keyfob or other remote device can include control and/or configurationcapabilities. These control and/or configuration options can provideremote control/configuration and/or wireless control and/orconfiguration of headlight options using a wireless communication option90, or with connectivity through the USB port 88, or both.

In some embodiments, headlight options can be licensed or provided as apay-as-you-go feature. For example, a user may only want to enable thecustom illumination pattern function when the vehicle is going to be ina parade, or a show of some sort. Again, using an App or a web siteprovided to a user, and with connectivity through the USB port 88, or awireless communication option 90, as a non-limiting examples, the userwith a cell phone or other smart device can control and/or configureand/or create custom illumination patters, e.g., whatever function waslicensed or pre-paid for. Further, the functions paid for can bedisabled after a predetermined amount of time, i.e., the amount of timepaid for. Other headlight options that can be made available via alicense or as a pay-as-you-go feature include the improved illuminationpattern during a vehicle bank, the ability to control a booster for ahigh or low beam, or any other controllable headlight function, asnon-limiting examples.

It is to be appreciated that the embodiments described herein mayinclude other elements such as covers, lenses, reflectors, baffles,motors, solenoids, and surface arrangements, all for the purpose ofcontrolling and/or adjusting the illumination projection from aheadlight arrangement. It is also to be appreciated that the embodimentsdescribed herein contemplate use in a low beam mode and a high beammode.

Although the present technology has been described with reference topreferred embodiments, workers skilled in the art will recognize thatchanges may be made in form and detail without departing from the spiritand scope of the technology. For example, the present technology is notlimited to headlight illumination for a motorcycle and may be practicedwith other vehicles that require control of illumination. In addition,alone, or in combination with the embodiments described herein,additional embodiments can include one or more illumination sources thatare controlled to stay horizontal during a bank, so as to continuallyproduce a horizontal illumination pattern, even during a bank.

The particular embodiments disclosed above are illustrative only, as theinvention may be modified and practiced in different but equivalentmanners apparent to those skilled in the art having the benefit of theteachings herein. Furthermore, no limitations are intended to thedetails of construction or design herein shown, other than as describedin the claims below. It is therefore evident that the particularembodiments disclosed above may be altered or modified and all suchvariations are considered within the scope and spirit of the invention.Accordingly, the protection sought herein is as set forth in the claimsbelow.

What is claimed is:
 1. An apparatus for calculating a bank angle valueof a banking vehicle, the apparatus comprising: an inertial measurementunit, the inertial measurement unit including a processor and at leastone motion sensor operatively coupled to the processor; the processorprogrammed to: sample yaw rate data at a predetermined rate, the yawrate data provided by the at least one motion sensor; compare the yawrate data to a predefined minimum yaw rate and a predefined maximum yawrate, and when the yaw rate data is between the predefined minimum yawrate and the predefined maximum yaw rate, set a bank angle value tozero; and when the yaw rate data is not between the predefined minimumyaw rate and the predefined maximum yaw rate, calculate the bank anglevalue.
 2. The apparatus of claim 1, wherein the processor is furtherprogrammed to receive a motion sensor offset value.
 3. The apparatus ofclaim 2, further including, when the yaw rate data is not between thepredefined minimum yaw rate and the predefined maximum yaw rate,determine a roll data sum, the roll data sum equal to a roll rate datavalue minus the motion sensor offset value.
 4. The apparatus of claim 1,wherein the bank angle value is calculated using the equation:bank angle_(new)=bank angle_(old)+roll rate data*K, where K equals ascale factor calculated by a sample rate t, a bank angle calculationperiod, and resolution of the at least one motion sensor.
 5. Theapparatus of claim 4, wherein the processor is further programmed torepeat the sample, receive, and compare program at the sample rate t. 6.The apparatus of claim 1, wherein the inertial measurement unit furtherincludes a communication device operatively coupled to the processor. 7.The apparatus of claim 6, wherein the communication device is acommunication port operatively coupled to the processor.
 8. Theapparatus of claim 6, wherein the communication device is a wirelesscommunication device operatively coupled to the processor.
 9. Theapparatus of claim 8, wherein the wireless communication device isoperable to program the inertial measurement unit.
 10. The apparatus ofclaim 1, wherein the inertial measurement unit is plug and play operablewith a vehicle control system.
 11. The apparatus of claim 1, wherein thepredefined minimum yaw rate and the predefined maximum yaw rate areadjustable to tune the apparatus for at least one of the at least onemotion sensor, the vehicle, or a yaw rate data sample rate.
 12. Theapparatus of claim 1, wherein the processor is programmed to determine amotion sensor offset, the processor programmed to: sample roll rate dataat a predetermined rate, the roll rate data provided by the motionsensor coupled to the banking vehicle; compare a roll rate sum value toa predefined minimum drift and a predefined maximum drift, and when theroll rate sum value is between the predefined minimum drift and thepredefined maximum drift, divide the roll rate sum by a counter value toproduce a new roll rate average, and adding the new roll rate average toa predetermined value for an offset and then dividing the sum by two;and when the roll rate sum value is not between the predefined minimumdrift and the predefined maximum drift, determine a roll rate sum byadding the new roll rate data, and then increment the counter value. 13.The apparatus of claim 1, wherein the apparatus controls a horizontaldistribution of illumination from a vehicle headlamp when the vehicle isbanking.
 14. An apparatus for controlling a horizontal distribution ofillumination from a vehicle when the vehicle is banking, the vehicleincluding a headlamp to distribute the horizontal distribution ofillumination, the apparatus comprising: an inertial measurement unit,the inertial measurement unit including a processor and a motion sensoroperatively coupled to the processor, the motion sensor to be coupled tothe banking vehicle; the processor programmed to: sample yaw rate dataat a predetermined rate, the yaw rate data provided by the motion sensorcoupled to the banking vehicle; receive a motion sensor offset value;compare the yaw rate data to a predefined minimum yaw rate and apredefined maximum yaw rate, and when the yaw rate data is between thepredefined minimum yaw rate and the predefined maximum yaw rate,determine if the motion sensor offset value is between a predefinedminimum offset and a predefined maximum offset; when the yaw rate datais not between the predefined minimum yaw rate and the predefinedmaximum yaw rate, or when the motion sensor offset value is not betweenthe predefined minimum offset and the predefined maximum offset,determine a roll data sum, the roll data sum equal to a roll rate datavalue minus the motion sensor offset value, and then calculate the bankangle value; and when the motion sensor offset value is between thepredefined minimum offset and the predefined maximum offset, set thebank angle value to zero.
 15. The apparatus of claim 14, furtherincluding, when the yaw rate data is not between the predefined minimumyaw rate and the predefined maximum yaw rate, calculate the bank anglevalue.
 16. The apparatus of claim 14, wherein the motion sensor includesat least one of a gyroscope, an accelerometer, and a magnetic sensor.17. The apparatus of claim 14, wherein the motion sensor senses motionin at least two axis.
 18. The apparatus of claim 14, wherein theapparatus is positioned within the headlamp.
 19. The apparatus of claim18, wherein the headlamp includes a primary illumination group and aplurality of side illumination groups.
 20. The apparatus of claim 14,wherein the processor is programmed to determine the motion sensoroffset, the processor programmed to: sample roll rate data at apredetermined rate, the roll rate data provided by the motion sensorcoupled to the banking vehicle; compare a roll rate average value to apredefined minimum drift and a predefined maximum drift, and when theroll rate average value is between the predefined minimum drift and thepredefined maximum drift, divide the roll rate average by a countervalue to produce a new roll rate average, and adding the new roll rateaverage to a predetermined value for an offset and then dividing the sumby two; and when the roll rate average value is not between thepredefined minimum drift and the predefined maximum drift, determine aroll rate average by adding prior roll rate data and then dividing by acounter value, and then increment the counter value.
 21. The apparatusof claim 20, further including averaging the new roll rate average witha prior roll rate average.
 22. A vehicle headlamp for providing ahorizontal distribution of illumination for a vehicle when the vehicleis banking, the headlamp comprising: a headlamp housing; an inertialmeasurement unit positioned within the housing, the inertial measurementunit including a processor and at least one motion sensor operativelycoupled to the processor; a primary illumination group and a pluralityof side illumination groups positioned with the headlamp housing, theprimary illumination group and the plurality of side illumination groupsoperatively coupled to a driver board, the driver board operativelycoupled to the processor; the processor programmed to: sample yaw ratedata provided by the at least one motion sensor; compare the yaw ratedata to a predefined minimum yaw rate and a predefined maximum yaw rate,and when the yaw rate data is between the predefined minimum yaw rateand the predefined maximum yaw rate, set a bank angle value to zero; andwhen the yaw rate data is not between the predefined minimum yaw rateand the predefined maximum yaw rate, calculate a bank angle value andcause at least one of the plurality of side illumination groups toilluminate to provide the horizontal distribution of illumination forthe vehicle when the vehicle is banking.
 23. The vehicle headlamp ofclaim 22, wherein the bank angle value is calculated using the equation:bank angle_(new)=bank angle_(old)+roll rate data*K, where K equals ascale factor calculated by a sample rate t, a bank angle calculationperiod, and resolution of the at least one motion sensor.
 24. Thevehicle headlamp of claim 22, further including, when the yaw rate datais not between the predefined minimum yaw rate and the predefinedmaximum yaw rate, determine a roll data sum, the roll data sum equal toa roll rate data value minus the motion sensor offset value.
 25. Thevehicle headlamp of claim 22, wherein the inertial measurement unitfurther includes memory operatively coupled to the processor to storeyaw rate data and roll rate data.
 26. An apparatus for calculating aangle value of a vehicle, the apparatus comprising: an inertialmeasurement unit, the inertial measurement unit including a processorand at least one motion sensor operatively coupled to the processor; theprocessor programmed to: sample motion data at a predetermined rate, themotion data provided by the at least one motion sensor; compare themotion data to a predefined minimum motion rate and a predefined maximummotion rate, and when the motion data is between the predefined minimummotion rate and the predefined maximum motion rate, set a vehicle anglevalue to zero; and when the motion data is not between the predefinedminimum motion rate and the predefined maximum motion rate, calculatethe vehicle angle value.